Edward e



(No Model.)

E. E. GOLD.

STEAM HEATI-NG SYSTEM FOR RAILWAY CARS.

Patented Nov. 7, 1893.

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UNrrnD STATES PATENT Ormea,

EDWARD E. GOLD, OF NEW YORK, N. Y.

STEAM-H EATING SYSTEM/ FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 508,132, dated November'7, 1893.

' Appiimionied Aprnzs, 1890. serrano. 349,777. (remodel.)

To all whom, it may concern.-

Be it known that I, EDWARD E. GOLD, a citizen of the United States,residing in New York city, in the county and State of New York, haveinvented certain new and useful Improvements in Steam-Heating Systemsfor Railway-Cars, of which the nfollowing is a speciication.

This invention relates to heating systems intended particularly forrailway cars, al-

though adaptable also to dwellings and other buildings, of the classwherein the heat derived from steam is communicated to a liquid circuit,which in turn radiates the heat to the car or apartment. In such systemsit has been proposed to heat the waterin the liquid circuit by injectingsteam directly into it. My invention provides an improved heating systemor apparatus involvingthis principle ina modified form, whereby certainadvantages are secured which will be hereinafter fully pointed out.

According to my invention I provide the car or other apartment with apipe' or sections of pipes arranged to form a complete circuit, and insome lsuitable part of this-circuit I connect or apply a heaterconstructed to be heated by steam in order to communicate the heat ofthe steam to the water of the radiating circuit and thereby cause thelatter to circulate to renew continually the heat which is lost-byradiation. Steam is admitted to this heater from any suitable source ofsteam and through any suitable pipe, and in its passage through theheater it gives up so large a portion of its heat thereto thatit is inpart or wholly (as the case may be) condensed. The condensed steam, ormixture of steam and water of condensation, passing from the heater isconducted through a suitable pipe to an injector nozzle entering thewater circuit, so that the condensed steam or water is thrown in a jetinto the water circuit in such manner as to not only induce acirculation therein in co-operation with the circulation caused by thesteam-heater, but also by being itself commingled with the water toaugment the heat imparted to the water circuit. By preference the jetenters the water column immediately beyond the heater where it mingleswith the hottest water, and being itself reduced to its lowesttemperature by having given up its' heat during its passage through theheater, the difference of temperature between the steam or condensedwater on the one hand and the hot circulating water on the other is soreduced as to avoid the snapping or crackling of the pipes which hashithertobeen a most insuperable objection to the introduction of systemswherein the water circuit is heated by thedirect introduction into it ofsteam. To provide for the continual increase of the volume of waterinthe radiating circuit due to the injection of condensed steam, theordinary expansion chamber provided with hot water circulating systemsis furnished with a float-valve constructed when the water level risesabove a certain height to open and permit the excess of water to escape.

My invention also comprehends means for cuttingfo the action of thesteam jet o r injector and for enabling the steam to be used in the samemanner as in my previous carheating systems, being discharged from theheater from time to time through a thermostatic trap or a dynamic reliefvalve.

The accompanying drawing is a longitudinal section of a portion of arailway car showing the preferred application of lnyinvention.

Referring to the drawing, letAindicate the pipes of an ordinarywater-heating or radiatingcircuit extending throughout the car,'usu allynear the door thereof, and arranged in any way known to the art. Thesepipes are shown in the drawing in a somewhat diagrammatic manner, theirparticular arrangement in bends beneath the seats, and the means forcarrying them across from one side of the car to the other beneath thedoor thereof, which is already well understood in the art, not beingindicated.

B designates the steam-heater applied to this circuit, and consistingessentially of a liquid passage or space forming part of the watercircuit and a steam passage or space arranged to impart the heat 0f thesteam to the water. struction shown of a double coil of pipe, a smalleror steam-pipe b being inserted within a larger or water pipe ct and thetwo coiled together. The water pipe is joined at its ends It consists inthe particular con- Y to the pipes of the water-circuit A, so as to formapart thereof, and the ends of the steampipe b pass outside thereof. Thewater circuit thus consists of radiating pipes on the iioor of the car,the pipe a of the heater coil, the ascending water pipe A being anextension of the upper end of the coiled pipe a which reaches to anexpansion chamber or tank C, and a descending pipe A2 leading down fromthis tank to the floor of the car. The water circulates upwardly throughthe spiral'heater coil and through thepipe A', and downwardly throughthe pipe A2, and thence back and forth through the going and returningradiating pipes, as indicated by the arrows.

The pipe D is the main steam supply pipe extending from end to end ofthe car. This pipe is designed to be fitted at its ends with couplingsfor uniting to the steam-pipes on the adjoining cars in order that thesteam 'from the locomotive boiler may be passed through the train fromcarto car. From the pipeD leads a branch pipe E provided with ahand-Valve e for controlling the flow of steam through it. This pipe Emight pass directly, as indicated by the dotted lines at to the heater Bso as to communicate with the steam-pipe b thereof, but by preference itis carried up into the expansion tank C and coiled once or more times,as Ashown at c, therein in order to impart heat to `the water in saidtank, after which it is carried down at 1 c' and connects with the pipeh of the heaterB.

The precise construction and arrangement of the pipes are not essential,it being only necessary that some means under the control of the trainhands shall be provided for `admitting steam from the main pipe D intothe pipe b of the heater. The steam should be admitted at the upper endof this pipe -so that the steam shall pass through the heater in theopposite direction to the water in order that the hottest steam shallact upon the hottest water, and the steam as it is cooled in its descentshall act upon the successively cooler portions of the water column.This arrangement also insures that the water of condensation as it formsshall descend within the heater coil so that it may be `expelled fromthe bottom thereofand so that its discharge shall be aided by thecurrent of steam. The pipe b on its emergence from the lower end of theheater coil connects with a pipe d which ascends and terminates inthe'nozzlef of an injector F arranged `in connection with the ascendingwater-pipe A. This pipe d is provided with a valve or cock g bywhich'the ilow'through it can be regulated or shut off.

The steam in its passage th roughthe heater coil VB will rapidly impartits heat to the Water iiowing past it in the annular space between thepipes b and a, and will usually `be wholly or almost wholly condensed bythe time it reaches the bottom of the coil. The condensed water willthen fiow by reason of the pressure of lthe steam behind it through thepipe cl and will be injected through the nozzle f into the ascendingcolumn of water in the pipe A', thereby adding its heat to that of thewater. Thus every portion of the heat of the steam is utilized inimparting heat to the water, and the force of the jet is utilized toreinforce the current induced by the action of the heater'. The waterfrom the radiating pipes A entering the bottom of the heater-coilencounter first the coolest portion of the steam-pipe b, being thatwherein the condensed water is accumulated, and passes upwardly throughthe coil, encountering continually' a hotter portion of the steam-pipe,and being continually heated toa higher and higher degree, untilfinally, immediately after its emergence `from the coil, it receives thejet of condensed water, or of mingled steam and condensed water, withinthe injector F, by commingling with which itstem perature is stillfurther raised.

The expansion chamber or tank C is a closed vessel designed to be filledwith the water of the circulating system up `to a certain level, andabove that level to contain air or steam preferably under pressure. Thepressure is limited by means of a safetyvvalve h opening outwardly fromthe upper part of the tank, and which may be set to open at any desiredpressure. From the tank an overiiow pipe G extends outside the car,preferably passing down through it and discharging beneath the door. Theoutfiow of water through this pipe is determined by avalve il controlledby a Hoat I. This valve may be any suitable construction of float valvearranged to be closed when the float is down and to open when the doatis raised yby the ascending water above a predetermined level. It isconsequently an inversion of the floatvalves commonly used for admittinga -water supply. The purpose of this fioat-val-ve and overflow pipe isto automatically discharge from the water-circulating system `the eXcess of water over the proper normal volume. The condensed water thusIbeing continually added to this system while the apparatus is inoperation in the manner already described, would soon entirely till thechamber C and destroy "its function as an expansion chamber were it notfor the provision of this automatic overflow valve. To preventthe unduevibration of the float by reason of the movement of the car whilerunning, it is Adrawn down by a spring t which thus takes the place ofthe weight commonly applied to floats to sink them to the proper depthinto the Water.

The lower end of the steam-coil b in `the heater B is connected not onlywith the jetpipe cl but also with a pipe Z7" extendinghorizontally, andprovided first with a dynamic trap-valve J, and second, with athermostatic drainage trap K. Both these valves arefnow so well known inthe art/as to require no Yparticular description. Sufiiceit to saythatthe valve J' is constructed when its operating handle y is in oneposition to open automati- IOO cally by a spring when the :steamypressure is relieved, and to be closed by the pressure of the steamagainst it; when the handle is in a second position, to be opened so asto cause the steam to ilow through ythe valve; and when the handle is ina third position, to be closed tight so that no steam can pass through.The thermostatic trap K is constructed to open automatically when thetemperature falls tb a-predeterminedpoint to discharge the cooled waterof condensation, and. to closewhenever steam orhot condensed waterpasses through it.l By the use of these two Valves, J and K, thesteampipes c c b d may be emptied of water of condensation after thesteam has been turned off. This willbe done by the relief valve Jwhenever the condensation andl contraction of the steam becomes sufcientto relieve the pressure and enable the spring to open the valve; or ifthevalve J should chance to be closed the same result will beaccomplished a littlev later by the thermostatic trap -K when thecondensed water has cooled suliiciently to contract and open this trap.Furthermore, by opening the valve J as a blow-off valve the steam may becaused to blow through the heater in order t0 thaw out or quickly-heatup the water-circuit. If it be desired to cut the valves J and K out ofaction a separate hand-valve or stop-cock L may be provided, as shown indotted lines, ,but this is not essential as the trapK will be closed,and the Valve J may be closed, at all times when it is desired tocirculatethe steam or condensedwater through the pipe d and injector F.

It may sometimes occur when the car is out of use for a considerabletime that the water in the tank C will freeze, thus locking fastl andchoking the iioat-valve. t. Ity is desirable that when the car isconnected in .a train some means should be provided for thawing out thewater in the tank in preference to any other part of the liquid circuit.Itis for this purpose that the steam-pipe E is carried up into the tankand formed with the coil c. The passage of steameintothe coils c and bupon the opening of the valve e is insured by the steam-pipes beingemptied through the action of the trap-valves J and K, as abovedescribed.v Hence by openingthe valve e, and more or less opening thevalve J, the

steam is caused to blow through the steam. pipes until any icevin thetank() and heater B is thawed out, after which the thawing out 0f therest of the circuit will soon ensueupon the warming up of the car.

If desired the water maybe drawnr from the liquid circuit A whenever thecaris to be thrown out of service, by opening a valve 7c in the drainagepipefZ leading from the low est part of the circuit..- t In such case itwill be necessary to relill the water circuit before the heatingapparatus can be again used, which can be done either b y connectingany. part of the circuit with a city main to liow the water through,which is the preferable way, or the circuit can be recharged withcondensed waterby passingsteam continuously intoit, which, however, isdisadvantageously slow.

The escape of waterfrom thetankG through the pipe A', nozzlef, pipe dand valves J or K when the apparatus is out of service, is preferablyprevented by constructing the valve g as a combined stop-cock andcheckvalve, of which numerous constructions are now known in the art.valve is used at g this valve should be closed when the steam is turnedoft; or a separate check-valve may be introduced in thepipe d,

as shown in dotted lines at m.

If a simple shut-0E z l have shown the heater B as arranged within acar-stove M, after the construction shown in my Patent No. 388,772,dated August 28, 1888. ThisV is in order that whenthe car isdisconnected from the source of stealn it may be heated by building atire in the stove M, which will not only radiate the heat directly, aswith allcar-stoves, but will heat the water in the pipe a and therebycause a circulation in the liquid circuit A radiating heat to all partsof the car after the manner of what is knownas the .Baker system of carheating. 'Thus the car may be heated up to receive passengers beforebeing connected in the train, or kept warm after being diconnected fromthe locomotive. f,

By closing the valve g (and opening the hand-valve L, if such valve beprovided), my improved apparatus maybeoperated in eX- actly the samemanner as my previous appa-- ratus shown in my said patent, that is tosay, the feature of the injection of condensed or spent steam into thewater column A may be disused and the watercircuit heated solely throughthe medium of the heater B. Inthat case, as fast as the condensed water`in the steam-coil cools it is automatically discharged through-the trapK, thereby admitting from time to time fresh steam into the heaterB.

My invention may be modified in numerous ways without departing from itsessential features. Forexample, the heater B instead of beingconstructed of two pipes coiled together may be of any other Suitableconstruction, of which many are known in the art, wherein steam confinedin one space or chamber can transmit its heat through an interveningconducting wall or plate to water confined in an adjoining space orchamber, the steam space or chamber being connected through a suitablepipewith the source of steam, and the IIO water space or chamberconnected in the ra-A of consisting of pipes carried through a car orapartment `may consist of heating vessels or radiators .of any otherk-ind or collet/.rnc tion, of which numerous different devices `areknown to the art of heating by steam or Water circulation.

I am well aware that heating apparatus for cars, &c., have beenconstructed or proposed in which the Water in the radiating circuit -isheated bythe .direct injection of steam into it. In such cases, however,the steam has been injected directly into the Water circuit insteadofhaving been first reduced in .telltperature by giving up its heat `tothe watercircuit, and the resulting spent `or `condensed steam beingthen injected into the mater. With the constructions heretofore proposedthe snapping or .crackling of the pipes has been So annoyingas topractically preclude their .introduction into fuse. My invention whollyavoids this difiiculty, and combines the advantages of heaters.operating by conduction .alone and those operating bythe injection ofsteam yinto the water.

I claim as `my invention .the following-de ned `novel .features .orimprovements, substantially as .hereinbefore specified, namely:

1 The combination of a 1radiating liquid circuit, a steam heaterAcomprising a steam heated liquid passage forming .partof said circuit,and adapted to both heat and circulate the `liquid,.and an injectorconnected to receive .the spent or .condensed steam from -said heaterandinject theisame into theliq- `uid circuit.

.2. The combination of a radiating liquid eircnite steam-heater inconnection Ytherewith adapted to both .heet .and circulate the liquidand an injector arranged .inthe hottest part of the liquid eireuit.ineenteet with the vliquid which has -J' usttreversedthe heater andconnected to receive the spent or condensed-stedm that .has ttayersedtheheater.

3. The combination of a radiating liquid circuit; `itef'tiing 4stove inconnection therewith to impart heat thereto, esteem-heater in connection.therewfithwhereby .the liquid .may be heated and circulatedthroughsaideireuit by either steam .or tire o1' both, and an inieetorconnected .to .the hottest part of said circuit and adapted to injectsteam thereinto. so

EDWARD E. GOLD.

Witnesses:

GEORGE H. ERASER, CHARLES K. FRASER..

